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WO2019166377A1 - Procédé servant à faire fonctionner un moteur à combustion interne, dispositif de commande et moteur à combustion interne - Google Patents

Procédé servant à faire fonctionner un moteur à combustion interne, dispositif de commande et moteur à combustion interne Download PDF

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Publication number
WO2019166377A1
WO2019166377A1 PCT/EP2019/054624 EP2019054624W WO2019166377A1 WO 2019166377 A1 WO2019166377 A1 WO 2019166377A1 EP 2019054624 W EP2019054624 W EP 2019054624W WO 2019166377 A1 WO2019166377 A1 WO 2019166377A1
Authority
WO
WIPO (PCT)
Prior art keywords
load
change
internal combustion
combustion engine
operating
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2019/054624
Other languages
German (de)
English (en)
Inventor
Ion Madan
Rolf Pfeifer
Patrick Stöckle
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by MTU Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Publication of WO2019166377A1 publication Critical patent/WO2019166377A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B23/00—Testing or monitoring of control systems or parts thereof
    • G05B23/02—Electric testing or monitoring
    • G05B23/0205—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults
    • G05B23/0259—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults characterized by the response to fault detection
    • G05B23/0283—Predictive maintenance, e.g. involving the monitoring of a system and, based on the monitoring results, taking decisions on the maintenance schedule of the monitored system; Estimating remaining useful life [RUL]
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0808—Diagnosing performance data
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/227—Limping Home, i.e. taking specific engine control measures at abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/228—Warning displays
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method for operating an internal combustion engine, in particular with an engine and a further component, such as a turbocharger, heat exchanger or the like, the internal combustion engine comprising:
  • a machine component which may be running time limiting for the operation of the internal combustion engine, such as an engine component or an exhaust gas turbocharger component or the like or a particular movable component thereof,
  • a number of operating media which are used to operate the internal combustion engine, such as the operation of the engine and optionally another component such as the turbocharger fed, discharged or held in this, in particular an exhaust gas, a charge air, a fuel, a lubricant a coolant or the like, a device which is designed to monitor, in particular to control and / or regulate the operation of the internal combustion engine, wherein in the method:
  • the operating data in particular temperature and / or speed or torque data are determined transiently, wherein from the transient determination of a change in the operating data in an amplitude and a time course is given,
  • a relevant operating pattern characterizing the operation of the machine component is determined a number of load classes assigned to an amplitude change of the operating data
  • a damage measure for a reliable design or from a distance to the limit characteristic curve a time-limited time interval of the machine component can be specified. It is known from DE 10 2005 048 532 Al to record operating data for the monitoring of a mechanical component of a vehicle or engine or another component and to determine a parameter for the state of the component based on the operating data, so that an imminent malfunction of the component Component can be identified and the vehicle can be controlled so that a momentary load of the component is reduced. This causes less wear and extends the life of the component, especially the motor, and thus increases the time buffer until a fault occurs. Load states are repeatedly identified from the operating data and logged as load data, the load data being used to determine the characteristic. For logging, known counting methods, e.g. Current value or "Rainflow" count. As a parameter, a
  • Failure probability and / or a degree of damage and / or a load characteristic are used. This allows a simple and quick identification of an imminent disruption.
  • the speed, the torque and / or the engine temperature are determined as load characteristics, for example.
  • the invention is whose task is to provide a method, a control device and an internal combustion engine, which makes it possible for the operation of the internal combustion engine to specify a running time limiting time interval of a machine component thereof in even more reliable, yet efficient way.
  • the invention is based on a method of the type mentioned.
  • the invention is thus initially based on the consideration that determines a degree of wear of the same to determine a load capacity of a component of the internal combustion engine or a machine component of the internal combustion engine or one of the components can be; in particular one which, for example, is due to the thermal fatigue of the same.
  • the operating data are transiently determined, wherein from the transient determination, a change in the operating data in an amplitude and a time course is specified.
  • a relevant operating pattern characterizing the operation of the machine component is determined
  • a method which is fundamentally known in this respect can be implemented, for example, analogously and by means of a "rainflow" counting. What is new here is that a reference load change, in particular as the basis for a change indicator, is determined from the operating pattern based on the load change. To record all relevant load changes, the payment method has been extended according to the invention. According to the known Rainflow method, a load change (loop) is present when the load changes from one load class to the other and back to the origin class. However, not all load changes are always harmful in accordance with the invention, but only those that persist or persist in extreme classes for some time. Particular mention should be made here of cyclic thermal loads such as fluctuations in exhaust gas temperature.
  • a persistence time of the operating data in the load class is specified from the transiently determined operating data for a load class, and from this a number of relevant load class changes are classified for the load class, and
  • a relevant operating pattern comprising - the number of load classes
  • load changes for example in matrices comprising these load classes, can be stored in so-called operating modes.
  • all inventively relevant load changes are detected; i.e. those which are harmful and, according to the knowledge of the invention, stay or persist in extreme classes or generally in other classes for some time.
  • each load change that is relevant in accordance with the invention can thus be assigned a damage factor.
  • the damage factor according to the knowledge of the invention thus does not take into account the irrelevant (ie not damaging) load changes; For example, neither those load changes that are under a relevant steady-state in a load class, nor those load changes that are too low.
  • the damage factor according to the finding of the invention preferably takes into account the damage to the same for a machine component with increasing amplitude change of the operating data and number of amplitude change of the operating data and / or preferably increasing relevance (persistence time of a load class) of the relevant load class change - in this respect, the rule may apply that Damage factor preferably increases with increasing amplitude change (height of the load class) and / or increasing number of relevant load class changes and / or increasing relevance thereof (persistence time in a load class).
  • the invention also leads to a control device according to claim 15 and a
  • the engine control or an "on-board unit” preferably stores all relevant load changes; these could also be “remote” with appropriate wireless transmission from the Internal combustion engine to be transferred to an external storage and processing unit, which is responsible for example for a service of the internal combustion engine.
  • the change indicator which can be specified in the context of a preferred development is preferably a ratio of the reference load cycle number multiplied by an approved running time (Time Between Overhaul, TBO) of the motor relative to the maximum number of sustainable load changes LW max of the corresponding component.
  • a change indicator can preferably be determined from the reference load cycle number (RLW) and the tolerable TMF load (TBO / LWmax), resulting in a value (change indicator) which is calculated individually for each component or component position and thus the possible term of components in operation determines.
  • the change indicator can thus be regarded as a thermomechanical safety factor. For example, it can be calculated so that if the value is> 1, preventive maintenance or replacement of the component is required.
  • a temporal change of the operating data is specified from the transient determination, for which a load class for the machine component is classified in terms of an amplitude between temporal change extremes of the operating data.
  • the distance of temporal change extrema of the operating data in a so-called “loop”, in particular according to the terminology of a "Rainflow” count, is crucial for the possibility of damage to the affected component or the machine component.
  • a total number of predetermined load classes, in particular for loads outside the rated operation and / or extreme loads, for the operation of the machine component is determined such that an operating pattern of the machine component is specified by means of the total number of predetermined load classes.
  • damage may be considered total; ie only a small number of load changes or possibly even with a single load change in a load outside the rated operation and / or extreme load with comparatively small retention time of the change extreme of the operating data in the load class for the load outside the rated operation and / or extreme load.
  • a relevant load change for the machine component in the load class is classified from the transient determination with respect to a steady time of the change extrema of the operating data in the load class, if the steady-state time is above a predetermined threshold value.
  • a steady-state time in the load class concerned is above a predetermined threshold value.
  • the threshold value can be set appropriately and differently for each load class.
  • the threshold value can also be functionally predetermined if necessary; as a value that is dependent on other conditions of an operation of the machine component or the internal combustion engine. It can be provided insofar as a correlation of the steady-state periods per load class.
  • the operating data and / or the relevant operating pattern from load classes and classified in this relevant load class changes are transiently determined and stored continuously.
  • This is advantageous is a continuously updated and logged operating pattern available to the control of an internal combustion engine can also access during operation.
  • a reference load change accumulated for all load classes for all load classes is thus available for the indication of a Change Indicator (CI) as an indicator for both significant damage during operation and for the renewal of the machine component based on the summary reference load change.
  • CI Change Indicator
  • the control of the internal combustion engine can already take into account a significant damage in the control of the internal combustion engine during operation.
  • a time interval limiting the duration of the engine component is specified for one or more engine components of components selected from a group consisting of: turbocharger, cooling circuit, engine of the internal combustion engine.
  • the machine components of these components are particularly relevant for a safe or damage-free operation of the internal combustion engine and can be swapped early as part of a service.
  • the Machine components are selected from a group consisting of: running gear, in particular turbine and / or compressor wheel of a turbocharger, thermostat and / or valve and / or heat exchanger of a cooling circuit, liner of an engine of the internal combustion engine.
  • the operating data are selected from a group consisting of: speed of a turbocharger, temperature of a cooling circuit, speed and / or torque of an engine, a machine component temperature and / or a Radiomedien- temperature.
  • These operating data are particularly meaningful for the assessment of injury due to relevant load class changes. In principle, these can be measured and / or determined virtually, in particular empirically and / or model-based - however, they are typically available as conventional control values of an internal combustion engine and can be read out, for example, from a control device of the internal combustion engine.
  • parameters of a transient course of a machine component and / or operating medium temperature are determined.
  • measurements of operating medium temperature prove to be unproblematic and preferred; Measurements of a machine component temperature are, however, regularly not available, but are actually meaningful information for assessing a relevant load class change and the damage factor as factors for each load class. Therefore, it has proved to be advantageous also secured, d.
  • empirical and / or model-based, assumptions on Maschinenbauteil- and / or operating media temperature include in the transient determination of the operating data for indicating a change in the operating data in an amplitude and a time course.
  • the change in amplitude of the operating data is determined from a temporal and / or local temperature change and / or a temperature change amplitude and a load class is assigned as the basis of an operating pattern of the machine component operating pattern.
  • temperature profiles on a machine component and / or operating medium allow the indication of particularly meaningful operating patterns, for indicating a summary reference load change for all load classes accumulated from a plurality of these each assigned to a load class Valences.
  • relevant temporal temperature ramps can also be included, ie those with a relevant slope at a location of an affected machine component or medium and / or relevant local temperature gradients, ie those with a relevant slope between a first and a second second location of an affected machine component or medium
  • an admissible frequency of the load class changes (LWmax) and / or a base time interval (LBO) is specified, in particular by means of the operating pattern of the machine component, and
  • a change indicator (CI) is given as an indicator of significant damage and / or renewal of the machine component based on the summary reference load change.
  • a change indicator (CI) with the simple formula shown in Lig.4 can be specified; it proves to be comparatively broadly applicable and meaningful for further information on significant damage and / or renewal, in particular replacement or overhaul, of the machine component.
  • a reciprocal value l / CI of the change indicator CI can be used to specify a safety factor SI.
  • the time interval of the internal combustion engine limiting the transit time is determined from a change indicator, based on the summary reference load change multiplied by a ratio of permissible frequency of load class changes (LWmax) and a nominal value of a time interval for operation (TBO). of the machine component is specified.
  • a run time limiting time interval of the engine component is specified, preferably as a time interval until a next engine maintenance, such as a preventive replacement or overhaul interval for the engine component, and this - indicated on the basis of the summary reference load change, in particular the change indicator (CI), as an indicator of significant damage and / or renewal of the machine component.
  • Fig. 1 shows a preferred embodiment of an internal combustion engine in a schematic representation with a control device for carrying out the functionalities according to the concept of the invention
  • Figures 2A, 2B illustrate a relevant operating pattern for the operation of an internal combustion engine, i.
  • Fig. 2A shows an exemplary matrix with temperature classes corresponding to a respective temperature change amplitudes and a number of relevant load class changes entered therein; with a sufficiently high retention time in the load class and in Lig. 2B an appropriate damage factor per load class change for the matrix of relevant load class changes shown in Lig. 2A taking into account the sufficiently high retention time;
  • 3A, Lig. 3B a first and second representation of a performance curve of an engine associated with a number of twelve (0-11) power classes over a normalized time axis as another example of operating data for an internal combustion engine, wherein a well-known Performance curve shows and Lig. 3B a preferred according to the concept of the invention transient determination of the power curve
  • Lig. 4 a to the associated in Lig. 2A and Lig. 2B matrix for the assignment of certain reference load changes per load class and an associated calculation scheme for determining a so-called change indicator as an indicator of significant injury and / or renewal of a
  • Machine component or a damage number as a basis for determining a running time-limiting time interval of the machine component
  • 5 shows a basic flowchart of a method for operating an internal combustion engine with a machine component that is delimiting the operating time of the same and for which a change indicator according to the concept of the invention is set taking into account the reference load change as shown in FIG ,
  • An internal combustion engine is subjected to different loads in the field, depending on the application, the operator, the ambient conditions, etc.
  • the loads thus determine the life of the engine.
  • the lifetime of a product is, among other things, a key selling point and demands competitiveness.
  • a "load factor" (the average utilization) is an essential factor and decisive for the service life. The higher it is, the more strained the engine and less the life. Thus, different lifetimes can be assigned to the same product or the customer can be assured; it will be contracted.
  • the average utilization alone is not always sufficient for describing a component load.
  • previous calculations such as strength calculations of the type mentioned in part very inaccurate and must therefore be carried out extremely conservative, so to define preventive maintenance and replacement intervals of engine components usually too short. This situation causes comparatively high life-cycle costs and leads to a reduction in competitiveness.
  • transient operation Another damaging operating factor is transient operation.
  • load changes for example, from engine power, speed, pressure and temperature fluctuations, etc. are recorded.
  • the transient operation of an internal combustion engine 100 as dargesteht in Fig.l, but causes a transient, in particular mostly cyclical heating and cooling again of the engine and other components and their machine components thereof; for example in the sense of a cycle between an upper and lower temperature level.
  • These processes of an internal combustion engine 100 are illustrated for some symbolically represented engine components-for example an engine M, an exhaust gas turbocharger AGT, a heat exchanger WT and an exhaust gas line with exhaust aftertreatment unit AG- in FIG.
  • thermo-mechanical damage state of components in the context of a diagnosis can not be verified.
  • an internal combustion engine 100 or similar drive system as shown in FIG.
  • an evaluation unit AE with the ECU and a possibly remote from the ECU computing unit RE and a virtual sensor VS can also be closed on a component temperature.
  • the evaluation unit AE or the remote unit RE is designed to indicate at least one temperature change of the machine component temperature-in particular a temperature change amplitude of the machine component temperature-by means of the transient machine component temperature TM, T AGT, T_WT, T AG as shown in block l ' and classify as the basis of an operating pattern characterizing the operation of the machine component.
  • the operating data may be selected from a group consisting of: speed of a turbocharger, temperature of a cooling circuit, speed and / or torque of an engine, a machine component temperature and / or a working fluid temperature.
  • the time interval delimiting the time of one or more engine components of the internal combustion engine, ie for the operation of the internal combustion engine, can be specified.
  • the preventive exchange or overhaul interval can be defined by this construction machine component depending on the load profile or operating pattern.
  • a load profile recorder which permanently stores data as operating data of the internal combustion engine and an interface for reading the data available, which can be read out as a wireless interface remote to the operating data, for example in a remote central office to store about in a service center or the like storage unit.
  • the operating data of a plant can be precisely recorded and evaluated during real operation. This is done by the sensors, the detection unit EE and the evaluation unit AE / RU, ie the data can either be evaluated locally on an "on-board unit” AE and stored EE or sent to a server for more detailed analyzes such as the RE.
  • the operating data is increasingly included for the assessment of the functionality and the capacity of the technical systems.
  • the change indicator Its broad significance also serves to filter out the few "critically” operated engines in the context of increased safety, and also contributes to reducing the LCC (Life Cycle Costs) of the engines; This also provides an additional quality argument in the context of an intelligent service and overhaul system.
  • the present concept of the invention will be explained in the following step-by-step by means of graphics which ultimately provide a very realistic and proven reliable-virtual or real sensory-detection of a transient machine component and / or medium temperature, as shown in FIG Result has.
  • the aim is to introduce a "Change Indicator” to describe the load of the transient operation, which is used as a supplement to the "load factor” mentioned above.
  • the "change indicator” is determined from a new load change operating pattern; namely taking into account the aforementioned steady-state periods of operating data in a load class for assessing the relevance of the load change for an actual damage to a machine component. This leads to a significantly improved significance for specifying a TBO interval.
  • a load change payment or load class change count basically takes place with the aid of the known Rainflow method.
  • the payment method has been expanded according to the invention.
  • the known Rainflow method there is a load change in the context of a so-called "loop", as shown by way of example in FIG. 3A; ie if the load is a change extremum, e.g. B. a local load maximum, a first load class in another change extremum, z. B. a local minimum load, and back to the first load class developed (Fig.2A) or it goes through.
  • the load changes are stored in dies, in so-called operational patterns (FIG. 2A).
  • FIG. 2A operational patterns
  • 2A shows a first matrix for an operating pattern of an internal combustion engine, in which the classification of exhaust gas temperatures from a transient determination of the exhaust gas temperature is recorded. Visible are twelve classes (# 0 .. # ll) of exhaust gas temperatures, namely class # 0 for a temperature range of 0 - 150 ° C, Class # 1 for a temperature range of 150 ° C - l90 ° C and - with a class width of 40 ° C - further ascending classes # 2 to # 11.
  • the temperatures are referred to as TMF temperatures and therefore relevant for thermo-mechanical fatigue of the affected machine components (thermo-mechanical fatigue - TMF); such as the turbine wheel of a turbocharger or a thermostat in the exhaust duct or an exhaust gas recirculation or bypass valve.
  • Per class is entered the rate due to changes in the temperature determined load changes per hour.
  • the operating pattern of FIG. 2A in matrix form thus represents a number of amplitude changes of the operating data in the form of the exhaust gas temperature associated with twelve load classes; this is based on the operating data here in the form of the exhaust gas temperature and per load class, the associated load class change, which are designated here LWi.
  • FIG. 2B shows the damage factors SFi, j relevant to each load class per load change and in each case assigned to a load class; specifically, an appropriate representation of damage factors per load change for the corresponding temperature class shown in FIG. 2A and the associated temperature change amplitude and load class change as well as steady state time.
  • the temperature change class # 10 shows a degree of damage of "1" and thus represents a reference operating point.
  • this method is that - according to the concept of the invention - from the transiently determined operating data of the exhaust gas temperatures for a load class also a steady state of the operating data, namely here the exhaust gas temperature is specified in the load class, so that only for certain steady above a certain Threshold a load class change LWi, j is considered relevant and enters into the registered in Fig. 2A rate of a load class change LWi per hour.
  • a persistence time in the corresponding load class for 60 seconds of inertia is regarded as a minimum, ie as a lower threshold value.
  • non-damaging load changes are either load changes which take place within a load class, that is, if the amplitude of the exhaust gas temperature is too low, or if the load class is changed too little, then the time change extremum per load class is too short.
  • the concept of the invention thus expressly provides that the load change rate with the number of load changes per hour starting from load changes exceeds at least one lower threshold value for a steady state per load class; In the present case, this assumes 60 seconds of inertia for each load class, but it can also be defined differently, for example as adapted to the respective load class and / or as a function of another operating point of the internal combustion engine.
  • the goal of this determination of a number of-so far merely relevant load class changes LWi, j for a load class is to specify an operating pattern that is relevant for the injury, with a number of load classes and relevant load class changes associated therewith for the load class, as described in Lig. 2A is shown.
  • the aim of this determination is also to specify a damage number SLi, j, as shown in Lig. 2B, which takes into account the relevant load class change associated with the load class and also the persistence time of the operating data in the load class.
  • the load class # 10 specified in Lig.2B with damage factor 1 represents a reference operating point for this - the load classes # 0- # 9 (with increasing damage factor 0-0.85) given in Lig.2B with damage factor ⁇ 1 represent classes with an operating point within of rated operation - the load class # 11 given in Lig.2B with damage factor 1.2 represents an extreme class with an operating point well outside rated operation.
  • Lig. 4 shows an example of a value, namely here the product of a number of relevant load class changes LWi, j with the damage factor SLi, j as Laktoren respectively for a load class, namely present in the Lig. 4 class reference load changes RLWi, j per hour and the reference load change RLW summarized for all load classes for all load classes is accumulated from the plurality of weights associated with each load class; namely here the products of a number of relevant load class changes LWi, j with the damage factor SLi, j. Specifically, in this case, it is the sum of all products RLWi, j of Load class changes multiplied by the corresponding load class damage factor for all load classes (definition of the number of reference load changes).
  • the matrix of FIG. 2B classifies temperature change amplitudes of the exhaust gas temperature - similarly it is possible to proceed with a machine component temperature; Thus, quite a number of temperature profiles of TMF temperatures can be recorded for media and / or components. Thus, as a result of the performance curve of FIG. 3B, a matrix can arise which classifies a motor rotational speed nMOT and / or a motor torque MM together or relative to one another - a number of load changes can be entered analogously for each class; d. H. an operation of the engine that leads into and out of a certain class.
  • FIG. 3A shows a known method with logging of a power curve in several power classes as load classes # 1 - # 11, showing a loop "1" and a loop "2", wherein loop "1" clearly shows a load change between power class # 5 , # 3 and again # 5 (dark hatched area) and loop "2" indicates a loop between power # 5, # 10 and turn # 5 (bright hatched area).
  • 3B shows a diagram according to the concept of the invention, in which a power curve for a machine component in the form of the engine of an internal combustion engine, also in several power classes as load classes # 1 - # 11, showing a loop "1" and a loop "2 "- transiently determined.
  • the transient determination not only indicates a change in the power of the motor in amplitude and time course, but also a persistence of performance in a corresponding load class.
  • the persistence times of a time interval in the performance class # 5, the persistence time of another time interval in the performance class # 3, the persistence time of a time interval in the performance class # 10 and, finally, the persistence time over a time interval in the performance class # 1 are recognizable.
  • the change extrema and steady-state times can be given, as follows: "1-1, 5-5, 3-3, 10-10, 1-1"; wherein in each case a time unit for a threshold corresponds to an at least relevant steady time.
  • the objective of this determination of a number of-only so far only relevant load class changes LWi, j for a load class is to specify an operating pattern that is relevant for the damage, with a number of load classes and relevant load class changes assigned to the load class, as shown in FIG. 2A is shown.
  • the purpose of this determination is also to specify a damage number SFi, j, as shown in FIG. 2B, which takes into account the relevant load class change associated with the load class and also the steady state time of the operating data in the load class.
  • the sum of the product between the load changes and the associated damage numbers gives the number of reference load changes per hour, such as RLW_i, j.
  • the change indicator is thus the ratio of the reference load change number RLW accumulated via RLW_i, j multiplied by the TBO (enabled running time) of the motor maximum number of sustainable load changes of the corresponding component.
  • the engine control or an "on-board unit” stores all relevant load changes and thus offers the possibility of determining the reference load change number or the change indicator.
  • the reference load change number and the tolerable TMF load result in a value (change indicator) that is calculated individually for each component or component position and thus determines the possible runtime of components during operation.
  • Change Indicator CI it can thus also be explained strikingly which maintenance intervals or LCCs (Life Cycle Costs) of the engines will arise under certain operating conditions.
  • the current operating data can be made available in digitized form.
  • the reference load change is constantly compared with the maximum allowable load change and can derive a warning for the next maintenance depending on the operating conditions. This warning can then be displayed to the operator via an app on a smartphone, in the instrument cluster of the vehicle or otherwise by means of information technologies. Maintenance intervals are thus defined customer-specifically.
  • FIG. 5 shows a basic course of a method for operating an internal combustion engine with a machine component, which is running time limiting for the operation thereof and has a number of operating media, which are used for the operation of the internal combustion engine or of the machine component.
  • step S1 initially the operating data BD of the corresponding machine component is determined transiently.
  • operating data such as an exhaust gas temperature T AG transiently measured, and / or a component temperature-as shown in Fig.l virtually measured.
  • another operating parameter such as, for example, speed or power curves or torques of a motor as operating data.
  • These transient, in particular cyclical, operating data BD are examined in step S2 with regard to their amplitude of change, so that loops in the sense of "rain-flow" counting-as illustrated by way of example in FIG. 3B-can be defined as a load change of the operating data in step S3.
  • the steady-state times in these extremes are specified in step S4 from the transient determination and it is checked whether these steady-state times are above a threshold value.
  • the loop is stored with a corresponding load change LWi, j in the matrix for an operating pattern of the machine component.
  • the matrix of load changes is thus a matrix of relevant load changes LWi, j.
  • This matrix of load changes is followed by a determination and specification of the associated damage numbers SFi, j defined per class.
  • the damage numbers SFi, j are not only specific for the corresponding load class but also for the associated load change in its amplitude of change; if necessary also in its frequency.
  • the damage number SFi, j can, however, above all-as in the present case-be defined as a damage factor per load change d. H. each damage factor SFi, j is assigned to a load change LWi, j. This damage factor SFi, j is then specific to the change amplitude of the load change LWi.
  • the damage number SFi, j is also decisive for the degree of damage in at least this steady-state time.
  • the damage number SFi, j indicated in step S6 and the storage of a relevant load change LWi, j in step S5 differ significantly from previous approaches to a "rain-flow" count.
  • step S7 the determination of a reference load change RLW then takes place as the sum of all relevant load changes LWi, j respectively multiplied by their associated damage factor SFi for the entire matrix RLW_i, j of the operating pattern.
  • a multiplication of the reference load change RLW with the ratio of the maximum time between overhaul TBO (Time Between Overhaul) relative to the maximum permissible number of load changes per component LWmax yields the so-called change indicator CI. Should this be less than 1, the determination of the operating pattern matrices (load changes LWi, j and damage number SFi, j) is continued under transient determination of the operating data of the internal combustion engine.
  • the change indicator assumes a value above 1, this is an indication that a component replacement can be recommended in step S8.
  • the reciprocal of the change indicator indicates a safety factor SI, which indicates at a value greater than 1 (regularly the case) how long a component can still be installed in relation to the time already installed.
  • a corresponding TWO value would, according to experience, be 20,000 operating hours.
  • the safety factor SI thus corresponds to about 5, ie the engine can be installed 5 times longer than is already the case.
  • operating data not only the above-mentioned engine speed, torque and exhaust gas temperature can come into question, but also other relevant operating data alone or cumulative.
  • operating data such as the rotational speed of an exhaust-gas turbocharger nAR, the temperature in the water circuit TKÜ, have proven to be particularly preferred, the latter in particular reflecting the load on the thermostat.
  • a change indicator CI or a safety factor SI can thus be determined in the above-mentioned manner.
  • the load of the running gear such as a turbine or compressor wheel determine.
  • the magnitude of the temperature of the water cycle can be used to determine a corresponding load, and for the engine or crankcase liner, a CI or SI value can be determined by the engine speed and engine torque.
  • step S10 these measures can thus be implemented for all relevant machine components, ie in particular components of an internal combustion engine - the sum of which gives one Total damage rate of the internal combustion engine and thus leads to an indication of a term-limiting interval for the operation of the internal combustion engine as a whole.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Supercharger (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé servant à faire fonctionner un moteur à combustion interne, en particulier équipé d'un moteur et d'une autre composante, comme un turbocompresseur, un échangeur de chaleur ou similaire. Le moteur à combustion interne comporte : un composant de moteur, qui peut être à durée de fonctionnement limitée pour le fonctionnement du moteur à combustion interne, comme une composante de moteur ou une composante de turbocompresseur à gaz d'échappement ou similaire ou un composant en particulier mobile de celui-ci; un nombre de fluides fonctionnels, qui sont utilisés pour faire fonctionner le moteur à combustion interne, par exemple pour faire fonctionner le moteur et sont éventuellement amenés à une autre composante comme le turbocompresseur, sont évacués ou sont maintenus dans ceux-ci, en particulier un gaz d'échappement, un air de suralimentation, un carburant, un lubrifiant, un liquide de refroidissement ou similaire; un dispositif, qui est réalisé pour surveiller le fonctionnement du moteur à combustion interne, en particulier le commander et/ou le réguler. Le procédé consiste à : définir des données de fonctionnement du composant de moteur et/ou des fluides opérationnels; indiquer, pour le fonctionnement du moteur à combustion interne, un intervalle de temps, limitant la durée de vie, du composant de moteur, de préférence un intervalle de temps jusqu'à une prochaine maintenance du moteur à combustion interne, par exemple un intervalle par prévention pour le remplacement ou la révision du composant de moteur.
PCT/EP2019/054624 2018-03-01 2019-02-25 Procédé servant à faire fonctionner un moteur à combustion interne, dispositif de commande et moteur à combustion interne Ceased WO2019166377A1 (fr)

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DE102018104667.7A DE102018104667A1 (de) 2018-03-01 2018-03-01 Verfahren zum Betrieb einer Brennkraftmaschine, Steuereinrichtung und Brennkraftmaschine
DE102018104667.7 2018-03-01

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DE102022134771A1 (de) 2022-12-23 2024-07-04 Rolls-Royce Solutions GmbH Verfahren und Steuereinrichtung zum Betreiben einer technischen Einrichtung sowie technische Einrichtung mit der Steuereinrichtung

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DE19959526A1 (de) 1999-12-09 2001-06-13 Bosch Gmbh Robert Verfahren zum Erkennen von Fehlern eines Kraftfahrzeuges
DE10235525A1 (de) * 2001-09-10 2003-04-10 Daimler Chrysler Ag Verfahren und System zur Überwachung des Zustands eines Fahrzeugs
WO2004078543A2 (fr) * 2003-03-06 2004-09-16 Voith Turbo Gmbh & Co. Kg Minimisation des risques et optimisation de la maintenance par la determination de pourcentages de deterioration a partir de donnees de fonctionnement
DE102005048530A1 (de) * 2005-10-11 2007-04-12 Daimlerchrysler Ag Verfahren und Anordnung zum Überwachen einer mechanischen Komponente, insbesondere eines Turboladers eines Fahrzeugs
DE102005048532A1 (de) 2005-10-11 2007-04-12 Daimlerchrysler Ag Verfahren und Anordnung zum Überwachen einer mechanischen Komponente eines Fahrzeugs
DE102008030870A1 (de) * 2008-06-30 2009-12-31 Continental Automotive Gmbh Diagnose bei Brennkraftmaschinen
DE102011087275A1 (de) * 2011-11-29 2013-05-29 Zf Friedrichshafen Ag Verfahren und Vorrichtung zur Abschätzung einer Restlebensdauer von Bauteilen
EP3243754A1 (fr) * 2016-05-09 2017-11-15 Rolls-Royce Corporation Adaptation aux conditions de moteurs multiples par l'intermédiaire de commande d'extraction de puissance électrique
DE102016214002A1 (de) * 2016-07-29 2018-02-01 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine in einem Kraftfahrzeug
WO2018130348A1 (fr) * 2017-01-10 2018-07-19 Zf Friedrichshafen Ag Procédé de détermination de la durée de vie de pièces

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022134771A1 (de) 2022-12-23 2024-07-04 Rolls-Royce Solutions GmbH Verfahren und Steuereinrichtung zum Betreiben einer technischen Einrichtung sowie technische Einrichtung mit der Steuereinrichtung

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